High Voltage Battery Junction Box (HVBJB)

titan2220

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After weeks of working with Ford, the dealership and IT, it appears my vehicle needs to have the high voltage battery junction box replaced. Vehicle is unable to charge on DCFC. Works on L2 just fine, but charge fault and powertrain malfunction, HV battery errors galore on any EA charger!

Question to those in service or have experience. How long of a repair is this? I'm confident my dealership has not done one of these yet, and they informed me "it's not a quick repair". Just wondering if we are talking a few days or should I expect longer.

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After weeks of working with Ford, the dealership and IT, it appears my vehicle needs to have the high voltage battery junction box replaced. Vehicle is unable to charge on DCFC. Works on L2 just fine, but charge fault and powertrain malfunction, HV battery errors galore on any EA charger!

Question to those in service or have experience. How long of a repair is this? I'm confident my dealership has not done one of these yet, and they informed me "it's not a quick repair". Just wondering if we are talking a few days or should I expect longer.

Thanks
Curious what happened with this and if you had a positive outcome? I’m having exact same issue. No DC charge possible.

G
 

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It sounds like one of the contactors connecting the DC Charge port to the battery is broken.

Reading the WSM, it is an involved process. The high voltage system is made safe and the high voltage battery has to be removed. This requires disconnecting electrical and coolant connections and undoing over 30 bolts. Two people are required to lower the battery using a Powertrain Lift Table. Then remove 64 bolts on the battery itself to remove the cover, also a two person job. The electrical connectors and wire harness retainers on the HVBJB are removed. The HVBJB is unbolted from the battery.

The battery coolant system needs to be refilled and bled after everything is put back together.
 
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titan2220

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No updates thus far. I have L2 at my house and job, so DCFC is only needed for road trips. So far I have yet to get into dealer. Between holiday, covid and waiting for a loaner car I'm hopefully I'll get into dealer by mid month.
 
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titan2220

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Dropped vehicle off on 1/19 and vehicle is still there. I check the app occasionally, and vehicle went into deep sleep about a week ago. Shop keeps promising to get on it soon. I've heard "covid" excuse, but in reality I think they have limited staff who are capable of working on EV's

Thankfully I do have a dealer car. Not sure what else I can do but wait.
 


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titan2220

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What is the longest your MME has been in the shop for? I'm currently at 36 days, with no end in sight.

Between covid at the dealership, and parts delays, this is absolutely insane.
After the HVBJB was completed, Ford engineering advised to replace a BECM as well.

I know it's already a lemon based on our state law, I just want my car back....!
 

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As long as you do not need to use a DCFC does the car operate fine? If so, I might ask the dealer if you could have your car back to drive until the required parts/tools arrive so they can repair your car.

Yes, you might be able to go the lemon route, but do you really want to? Even in a best case scenario Ford buys back the car right away and you are left with a wait for either another MME or just about any other car these days.
 
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titan2220

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I asked that, but the moment I return the dealer car, it's another wait to get it back! I had to wait over a month for them to get an available rental. I also think at this point it's not fully assembled to take back. Just a frustrating experience overall.
 

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It sounds like one of the contactors connecting the DC Charge port to the battery is broken.

Reading the WSM, it is an involved process. The high voltage system is made safe and the high voltage battery has to be removed. This requires disconnecting electrical and coolant connections and undoing over 30 bolts. Two people are required to lower the battery using a Powertrain Lift Table. Then remove 64 bolts on the battery itself to remove the cover, also a two person job. The electrical connectors and wire harness retainers on the HVBJB are removed. The HVBJB is unbolted from the battery.

The battery coolant system needs to be refilled and bled after everything is put back together.
^^
This is my understanding as well.
When I first looked through the WSM, I was shocked to see that Ford chose to locate that item on top of the battery pack. That item is the one that has the most concern for wear and really should be more accessible.

With my car, I only DCFC as an absolute last resort. Meaning, I will drive one of my ICE vehicles if it means I have to DCFC more than once to make a trip. I don't want faster DCFC speeds via an OTA or any other method because the risks outweigh the benefits in my case. I am glad I have the ability to DCFC.......just don't want to use it unless necessary. Sort of like a spare tire. Good to have just in case...

I hope the OPs vehicle gets repaired and back on the road soon.
 
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titan2220

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^^
This is my understanding as well.
When I first looked through the WSM, I was shocked to see that Ford chose to locate that item on top of the battery pack. That item is the one that has the most concern for wear and really should be more accessible.

With my car, I only DCFC as an absolute last resort. Meaning, I will drive one of my ICE vehicles if it means I have to DCFC more than once to make a trip. I don't want faster DCFC speeds via an OTA or any other method because the risks outweigh the benefits in my case. I am glad I have the ability to DCFC.......just don't want to use it unless necessary. Sort of like a spare tire. Good to have just in case...

I hope the OPs vehicle gets repaired and back on the road soon.
Thanks, I drove almost 4k miles and have never DCFC. However I also never drove without some type of error "powertrain malfunction" so it needed to be done. Being tethered to within 125 miles of your house isn't feasible long term. Glad Ford engineering is involved, an expected learning curve at the dealership level.
 

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Thanks, I drove almost 4k miles and have never DCFC. However I also never drove without some type of error "powertrain malfunction" so it needed to be done. Being tethered to within 125 miles of your house isn't feasible long term. Glad Ford engineering is involved, an expected learning curve at the dealership level.
That is very odd for the HV junction box to have a failure then. These cars are DCFC'd at the factory prior to shipping so if the HVJB failed during that event then your car should never have been delivered to you that way.

I suspect the OBCC instead. But far be it for me to second guess the Ford engineers. I am sure you are in good hands. Hopefully they get it fixed as soon as possible.
 

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It sounds like one of the contactors connecting the DC Charge port to the battery is broken.

Reading the WSM, it is an involved process. The high voltage system is made safe and the high voltage battery has to be removed. This requires disconnecting electrical and coolant connections and undoing over 30 bolts. Two people are required to lower the battery using a Powertrain Lift Table. Then remove 64 bolts on the battery itself to remove the cover, also a two person job. The electrical connectors and wire harness retainers on the HVBJB are removed. The HVBJB is unbolted from the battery.

The battery coolant system needs to be refilled and bled after everything is put back together.
too bad the contactor(s) are inside the battery case and not bolted on the outside.
 

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^^
This is my understanding as well.
When I first looked through the WSM, I was shocked to see that Ford chose to locate that item on top of the battery pack. That item is the one that has the most concern for wear and really should be more accessible.

With my car, I only DCFC as an absolute last resort. Meaning, I will drive one of my ICE vehicles if it means I have to DCFC more than once to make a trip. I don't want faster DCFC speeds via an OTA or any other method because the risks outweigh the benefits in my case. I am glad I have the ability to DCFC.......just don't want to use it unless necessary. Sort of like a spare tire. Good to have just in case...

I hope the OPs vehicle gets repaired and back on the road soon.
How did you get to look at the WSM, out of curiosity? I can't remember if you're one of the Ford/Ford-adjacent members on this forum...
 
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titan2220

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That is very odd for the HV junction box to have a failure then. These cars are DCFC'd at the factory prior to shipping so if the HVJB failed during that event then your car should never have been delivered to you that way.

I suspect the OBCC instead. But far be it for me to second guess the Ford engineers. I am sure you are in good hands. Hopefully they get it fixed as soon as possible.
I should make a minor correction. I was able to fast charge once, I tried it 3 days after getting the vehicle, was able to charge for 10 minutes. Immediately after getting back in, I got the powertrain malfunction / HV battery warning upon starting the car.

Every attempt following that session would fail to connect to the charger (EVgo, EA, Chargepoint - tried them all, didn't matter) OR it would result in a charge fault and red ring on the LED light inside the port door.

I took delivery in late October. Appears to be a late June/early July build.
 

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too bad the contactor(s) are inside the battery case and not bolted on the outside.
I think they are on top of the battery pack if I remember correctly...
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